Motor-vehicle.



No. 652,943. Patented July 3, |900.

G. E. WHITNEY.

MOTOR VEHICLE. (Application medfoune 1o, 99.) (No Model.) m .3 Sheets-Sheet l.

No. 652,943. Patented my 3, 190m. G. E. WHITNEY'.

MOTOR VEHICLE (Applieation mea' .nm 1o, 1.899.)

3 Sheets-Sheet 2.

(No Model.)

Ug E; E

Z656 l I ses, 6" fm No. 652,943. Patented July 3, |900. G. E. WHlT-NEY.

MOTOR VEHICLE.

(Application led June 10, 1899.)

3 sheets-sheet s.

(No Model.)

UNITED STAT-Es 'PATEIvT OFFICE.

GEORGE'E. WHITNEY, AOF BOSTON, MASSACHUSETTS, ASSIGNOR TO THE WHITNEY MOTOR WAGON COMPANY, OF SAME PLACE.

SPECIFICATION forming part of Letters'natentNo. 652,943, dated July 3, 1900.

Application filed J'nne 10, 1899.

To @ZZ whom, it may concern:

Be it known that I, GEORGE E. WHITNEY, of Boston, county of Suffolk, State of Massachusetts, have invented au Improvement in Motor-Vehicles, of which the following description, in connection with the accompanying drawings, is a specification, like letters and numerals on the drawings representing like parts.

This invention relates to automobile or motor vehicles, and moreparticularly to that type wherein the motive power employed'is steam or otherexpansible medium, although certain portions of the invention to be hereinafter referred to are applicable to a vehicle propelled by any variety of mechanical motive power. l

In another application, Serial No. 719,876, Iiled by me the 9th day of June, A. D. 1899, I have shown the motor as connected directly yet fiexibly to a crank driving-shaft to which the driving-wheelsof the vehicle are attached, with a compensating mechanism of peculiar construction applied to the shaft.

My present invention has for oneofits objects the utilization of a direct-connectedmotor and crank 'driving member with a wheelcarrying shaft provided with compensating mechanism of usual construction, the power being transmitted from the crank to the wheelshaft, preferably by a sprocket-chain. I am thereby enabled to combine the advantages of the directconnection mode of driving with a simple form of compensating mechanism, and I can also readily and effectively employ speed or power changing means between the crank driving member and the wheel-shaft.

Various novel features of my invention will be hereinafter described, and particularly pointed out in the following claims.

Figure 1, in side elevation and partly'broken out in non-essential features, represents a motor-vehicle embodying one form of my invention, a portion of the vehicle-body being shown in section. Fig. 2 is an enlarged plan view, partly broken out to save space, of the vehicle-frame, showing the crank and drivingwheel shafts','their power-transmitting connection and the connecting members between the crank-shaft and actuating members of the motor, the latter being omitted. Fig. 3

serial No. 720,030; (No man.)

is a sectional detail taken on the line oc, Fig. 2. Fig. et is an enlargedsectional view of the steering-'head of the vehicle, the manually-actuated controller, and the connections bea portion of the head being broken outto show the contained devices. The frame of the vehicle is represented as l comprising side bars or perches a, frontand rear cross-bars a a2 res ectivel andan in- 4 termediate cross-bar a3 near the rear end of the frame, and in order to secure strength,

lightness, and a certain amount of resiliency or flexibility the frame is preferably made of tubing connected and held together by suitable joints. Depending standards a, only one of which is shown in Fig. l, are provided with suitable bearings for the wheel-carryin g axle or shaft o, provided with 'any suitable compensating mechanism to permit dierential rotation of the wheels when the vehicle is turning corners' or running on a curved path, and a suitable body B, Fig. 1, isshown herein as yieldingly supported .by springs S S', mounted on the frame.

The front end of the frame is connected by a horizontal king-bolt a5 with a truss or other form of front axle C, having at its ends yokes c2, which support vertical pivots c3 of horizontal outwardly-extended wheel-spindles c4 for the steering-wheelsl CX, inwardly-inclined lever-arms c5 forming apart of the spindles and being pivotally connected-v at their freeends with a con nectingrod c6. The frontwheelsare thus swung bodily on their verticalfulcra,and the steering of the vehicleis greatly facilitated thereby, it being understoodythatthe arms c5 will bemoved in unison in well-known manner, but the wheel at the side toward which the vehicle is to be turned will be deected more than the oppositewheel, preventing sidewise scraping of the Wheels in turning corners.

The vehicle body-frame has secured to its front end an upright standard h, Figs. 1 and 4, provided'at its upper end with a cap h', through which is 'horizontally extended the ICO shank 712 of a collar 713, free to rock on its shank, a nut 71i retaining the shank in place on the cap.

A steering head or post H, represented as tubular and bent at its upper end to form an overhanging rearwardly-extended arm H', is rotatably extended through the collar 713, iianges or rings h5 71,6, secured tothe steeringhead above and below the swiveled collar 71.3, respectively, preventing longitudinal movement of the head, while permitting its rotative movement. The steering-head at its lower end is provided with a foot kx, pivoted at its inner or rear end with the connecting-rod c6 and suit-ably supported at its outer end, substantially as shown and described in another applicationerial No. 667, 301,filed by me January2l, 1898. The rotative movement ofthe steering-head serves to swing the wheel-spindlesin one direction or the other to steer the vehicle. This particular mechanism is not described in detail herein, as it forms no part of this invention. The overhanging upper end of the steering-head is provided with a suitable nut 7L7, which forms a bearing for a sliding tubular ex tension H2, rigidly connected at its inner end with a sliding block 7b3, movable longitudinally within and supported by the overhanging arm H. The extension H2 is provided at its outer end with ears 719,in which is mounted the transverse or substantiallyhorizontal pivot 71 of a hand-controller H3, the controller being upturned, as shown in Figs. 1, 4, and 6, relatively to the extension H2 and shaped to be conveniently grasped by the hand of the operator, the base 7110 of the controller being represented in Fig. 4 as having segmental teeth 7112 to mesh with a beveled pinion 7&3, fast on a tubular shaft 7t14 within the extension H2, a bearing 7115 within the enlarged outer end of the extension supporting the tubular shaft. 7L14 adjacent the pinion. Inside of the tubular shaft is extended a second shaft 71,16, mounted at its outer end in a long bearing I'Ipreferably forming a part of the overhanging arm, said shaft member 7116 having at the outer end of the bearing a crank 7L17 and at its inner end a ring or flange 7115, thereby preventing any longitudinal movement of the shaft h1, it, however, being connected to rotate with the concentric hollow shaft 7L14 by a spline or feather, as 7119, Fig.

4. The controller H3 is manually operated and is adapted to be grasped by the hand of the operator and manipulated, as will be described, to control the movement of the vehicle. A tipping movement of the controller on its fulcrum 7LX in the direction of the arrow 10, Fig. 4, edects rotation of the concentric shaft members 7L14 71,16 to thereby rock the crank 71,17, the latter being pivotally connected by 'a link h2o with a bell-crank lever 7th, mounted on a suitable bracket B2, depending from the vehicle-body. This bellcrank lever, as shown in Fig. 1, operates and controls by the connections 7W 7L2a the throttle T of tbe motor, as herein represented, and

thereby the speed of the vehicle will be controlled by a tipping movement of the controller H3, it being of course understood that the throttle is the controlling device for a, steam or other eXpansible-medium lnotor, and my invention is not restricted to the use of such motor, as manifestly the control of the speed of the vehicle may be effected by the tipping movement of the controller and snitable intermediate connections with any type or character of motor.

B y moving the controller H8 laterallythat is to say, swinging it to the right or left with its support H2, which is the longitudinallymovable extension of the overhanging arm H/ the steering-head H will be rotated to thereby steer the vehicle in one direction or the other, and the tipping movement of the controller can be effected at any part of the lateral path of movement of the overhanging arm and the controller carried thereby.

It is desirable to provide convenient and eifective means for quickly reversing the direction of movement of a motor-vehicle, and this reversal is effected in the present instance of my invention by a bodily longitudinal movement of the hand-actuated controller, as by moving the extension H2 longitudinally within or relatively to the overhanging arm of the steering-head. When the extension is so moved, it is supported and guided by the nut 7L7 and slide-block hs. Any suitable reversing mechanism (indicated at R, Fig. l) may be employed, and the reversing mechanism is connected by links 1' fr' and bell-crank levers r2 r3 with the extension ll2 by means to be described.

The lower end of the steering-head is embraced by a sliding collar 1^, having horizontal segmental ears T5 in parallelism and adapted to receive in them a pin r6 on the bell-crank lever ra. The head H is vertically slotted at 7125 to receive therethrough a pin 7L, having its ends secured to the sliding collar r4 and connected with the lower end of a link 7127 within the head, said link at its upper end having rigidly attached to it a yoke 7L. The axle 7129 of a roll 7L3 is mounted rotatably in the arms of the yoke said roll traveling Within the steering-head, and short links 7r1 are pivotally mounted at their lower ends on the axle 71,29 and at their upper ends to the axle 7L32 of a second roll 7f3, the axle 7132 being in turn connected by a pair of curved links 7L34 with the slide-block 71B by suitable pivots 71,35, only one of the links 7L34 being shown in Fig. 4. The rolls 7130 and 7W simply act as antifriction supports or guides for the jointed connection between the extension H2 and the sliding collar r4, and by an inspection of Fig. 4 it will be seen that the longitudinal movement of said extension will raise or lower the sliding collar r4 to thereby IIO rock the bell-crank r3 .and operate the reversing'mechanism R. The hollow shaft 7L14 moves longitudinally with the extension H2, but by the spline or feather 7119 it can be vided the tubular shaft 7t14 with a lug or ear 7t36, extended through a transverse segmental slot 7t37 in t-he extension H2 and adapted when the parts are in the position shown in Fig. 4

to enter and move longitudinally in the slot .or groove 7t33, formed in the interior of the overhanging arm. Vhen the lug 7136 is in the slot or groove 7t33, rotative movement of the sleeve 7114 will be prevented, so that during the operation of reversing the throttle or other speed-controlling device of the motor must be in such condition as to stop the latter.

In Fig. @L the parts are shown in position to go ahead and the throttle of the motor is supposed to be shut, so that tipping of the controller H3 in the direction of the arrow l0 will start the motor, and hence the vehicle will be propelled in a forward direction. It' it be desired to reverse the vehicle, the controller must be brought back to the position shown in Fig. 4, thus bringing the lug 71,33 opposite to the guide-slot 7t33 in position to enter the latter and then a bodily longitudinal movement to the right, viewing Fig. 4, will draw the extension H3 in the same direction sufficiently to operate the reversing device, and when the lng has passed from the right-hand end of the groove h38 the throttle can be again opened and the vehicle will move backward.

I have herein represented a steam-motor which may be substantially such as shown in the United States Patent No. 601,218, granted to me the 22d day of March, 1898, and comprising an upright boiler M,suitably mounted on the vehicle-body B, the upright cylinder or cylinders being contained in a casing M', secured to the exterior of the boiler and communicating with the interior thereof, as in the patent referred to. Strong brackets or webs M2 are secured to the boiler to form a support for a transverse axis m, on which are mounted two, as herein shown, actuators N N', shown as bell-crank levers connected at their inner ends by short rods n n' with the piston-rods of the cylinders, one of such rods, as P, being shown in Fig. l. The bell-cranks are preferably made double or bifurcated at their free ends and form bearings for tapered lugs n3, (see Fig. 2,) oppositely extended from the ball member 91X ofa ball-and-socket joint,

the ball member being held in place by suitable retaining-nuts n4. The boxes forming the socket member of the joint are made in two parts a5 n, and, as shown in Fig. 2, they are cupped out or properly shaped to receive the ball atx, while permitting some slight rotative movement of the ball relative to the socket member. The socket members @t5 n are held together by suitablebolts n.7, which latter also pass throughthe flattened head o of thel connecting-rod 0, which transmits the rocking movement of the actuating members N N in the rotative movement of the crankshaft, to be described, the rocking actuators being set angularly relative to each other to correspond to the setting of the cranks of the crank-shaft, as shown best in Fig. l.

The wheel-shaft has intermediate bearings f, (see Figs. l and 2,) preferably located near and at opposite sides of the center of the shaft,

said bearings forming part of a hanger comprising, preferably, stout tubular members fx, held in place in socketed portions of the bearings below the shaft by bolts 18 and upwardly and forwardly inclined to pass above the intermediate cross-bar a3of the frame, the

upper ends of said tubular members being rigidly connected by a T-coupling F, to which they are braced or secured in other suitable manner, the said coupling having apivot-bolt f' extended through it and through the crossbar a3, the latter being embraced and strengthened by a collar f3 below the coupling and through which the pivot-bolt extends, the latter being headed at one end and secured in place bya suitable nutf3 at itsother end, the f collar also serving as a bearing for the coupling F, as shown in Fig. 3. The membersfX practically form the sides of the yoke, connecting the crank-shaft and the wheel-shaft b to prevent any relative twisting movement of said shafts, so that the latter will always as herein shown, a shaft F3, provided at its ends with cranks F3, represented as set quartering and jointed, respectively, to the connecting-rods o, extended from the rocking members N N' of the motor, the rocking movement of the actuators eecting rotative movebe maintained in parallelism. Upon the side IOS ment of the crank-shaft. The cranks are provided with partly-spherical crank-pinsft, one

of which is shown in dotted lines in Fig. 2, which enter socket members f5 f6, held together by bolts 23, which also pass through and secure to the socket member the fiattened upsetend o2 ofthe connecting-rod, and

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the cranks of the crank-shaft by universal joints.

The motor, it will be remembered, isyieldingly supported upon and relatively to the frame of the vehicle, and the crank and wheel shafts are mounted in bearings carried by the latter, and the joining of the connecting-rods to the crank-shaft and actuating members of the motor, as described, permits' the various `*relative movements of the body and framewithout bending, twisting, or in any manner` straining the connecting-rods 0, while the lat- ,ter are longitudinallyinflexible and act alternately as compression and tension members.

p This particular feature of construction kis not broadly claimed herein,-as the SameV forms the subject-matter of claims in my other application hereinbefore referred to and tiled concurrently herewith.

The crank and wheel shafts are connected or made to coperate by any suitable power transmitting and changing connection,herein shown as a sprocket-chain VX, passing around suitable sprocket-wheels V V', mounted upon and rotatable with the crank and wheel shafts, respectively, the wheel V being mounted between the bearings F, while the sprocketwheel V is mounted on the wheel-shaft between its intermediate bearings f. Distancerods fT are herein shown as screwed into the threaded bosses fs on the crank-shaft bearings F and extended through ears of the bearings f and securely held in place in the ears by check-nuts 35 36, Fig. l, the brace-rods f7 being connected to the bearings f above the wheel-shaft and serving to additionally brace, strengthen, and stiifen the hanger. When the chain becomes slack from wear or from any other cause, it can be tightened by means of the distance-rodsf, the check-nuts 35 and 36 being manipulated to increase the distance between the wheel-carrying shaft and the crank-shaft after the bolts 75 of the bearings F have been loosened. Such increase of distance between the shafts necessitates the adjustment of the bearings F to a point nearer the forward upper end of the hanger, and they are clamped when adjusted by the bolts 75. Obviously the change in the position of the crank-shaft requires a change in the position of the motor on its support, as the distance between the motor and crank-shaft is maintained constant by the distance-rods M5, to be described. Accordingly the boiler M is represented as having laterally extended and depending ears 972.50, Fig. l, at each side to receive bolts m51, extended into the vehiclebody, said bolts passing through longitudinal slots m5'2 in the ears, so that when the bolts are loosened the motor can be adjusted longitudinally relative to the body or other support. A slotted ear m53 is shown in Fig. 1 secured to the back of the boiler to rest upon a cross-bar B5 of the body, a retaining-bolt mi passing through the slot m55 in the plate. Should there be any iexure of the frame, the hanger can turn slightly on its pivot-bolt f, but when so turning the crank and wheel shafts will still be maintained in parallelism and equidistant from each other.

I have herein represented the sprocketwheel V as larger than the crank shaft sprocket -wheel, indicating a reduction in speed, and it will be manifest that by varying the relative diameter of the two sprocketwheels I can increase driving power at the expense of speed, or vice versa, and not only this, but I am not restricted to one rotation of the wheel-shaft for each rotation of the crank-shaft, the latter-.operatin g in unison,of course,with the motor. In applying this propelling mechanism to heavy vehicles-such, for instance, as trucks-it is desirable to utilize all of the power possible at the expense'of some speed, and the construction herein shown is well adapted for such use. By bringing the crank and wheel shafts near together the length of the transmitting sprocket-chain is greatly shortened,and its cost thus reduced, and I am also enabled to conveniently incase or cover the chain in a suitable protective covering to prevent the access of dust and dirt thereto.

In the vehicle forming the subject-matter of my application Serial No. 667,391 the wheelshaft is connected directly with the motor by a power-transmittin g chain which must of necessity be quite long, and said chain must also of necessity depart froln a true plane passing at right angles through the wheelaxle when the body and frame of the vehicle have relative movement, and this tends to and does more or less twist the sprocketchain, so that the wear upon it is greatly increased; butin the construction herein shown the chain must always travel in the same path and without any twist owing to the rigid connection between the crank and wheel shafts.

It is desirable to preserve a fixed and uniform distance between the f ulcra of the actuating members N N' of the motor and the crank-shaft, and for this purpose distancerods M5 are shown as connected at their forward ends by a ball-and-socket joint M with a cross-bar M4, secured at its ends to hangers M3, rigidly secured to and depending from the webs M2, one of the balland-socket connections being shown in section in Fig. 2 and not needing detailed description, as the same is similar to the ball-and-socket connection between the connecting-rods-and the parts to which they are jointed. The rear end of each connecting-rod is connected by an upright pivot m6 (see dotted lines, Fig. l) with a yoke m7, connected by a transverse pivot m8 with each crank-shaft bearing-block F', the pivots m8 providing for up-and-down movement of the motor relative to the frame of the vehicle, while sidewise movement of the motor is provided for by the upright pivots m6, the latter being substantially at right angles to the pivot members ma.

I have not shown in detail herein any compensating mechanism for the wheel-shaft, as such mechanism may be of any suitable construction, and the sprocketwheel V will form the driving memberof such mechanism substantially as shown in my application Serial No. 667,391.

I-have herein shown and described one practical embodiment of my invention without attempting to illustrate the various changes and alterations which may be made therein without departing from the spirit and scope of my invention.

Collars 42 may be secured to the wheelshaft at the outer sides of the bearings f to prevent longitudinal movement of the shaft relative thereto.

Among the advantages accruing from the use of a vertical acting motor, such substani condensation due to such connections, and

by its elevated position the engine is further removed from and better protected from the action of the dust of the highway over which the vehicle travels. Having described my invention, what I claim as new, and desire to secure byLetters Patent, is-` 1. In a road-vehicle, propulsion devices, steering, speed regulating, and reversing mechanisms, a'manually-operated'controller for the vehicle, controlling means intermediate said controller and said mechanisms, the said controller having a main swinging' move-` ment to steer the vehicle, and auxiliary foreand-aft tipping and bodily longitudinal movements, whereby the speed-regulating and reversing mechanisms are governed as to their operation by the auxiliary movements of the controller.

- 2. In a road-vehicle, propulsion devices, steering, speed regulating, and reversing mechanisms, a common manually-operated controller for the vehicle, operating connections between the controller and said mechanisms, said controller having a lateral moveand bodily longitudinal movements at all points in the path of lateral movement, one of said auxiliary movements governing the speed-regulating mechanism, the other auxiliary movement governing the reversing movement.

3. In a road-vehicle, propulsion devices, steering, speed regulating, and reversing mechanisms, a common manually-operated controller for the vehicle, operating connections between the controller and 'said mechanisms, said controller having a lateral movement to steer the vehicle, and also having auxiliaryindependent tipping and bodily longitudinal movements in the pat-hof lateral movement, one of said auxiliary movements governing the speed-regulating mechanism, and the other auxiliary movement governing the reversing movement, and means to prevent bodily movement of said controller when the speed-regulating mechanism is in operation.

4. A road-vehicle having steering and propelling mechanisms, speed-regulatin g and reversin g devices for the latter, and controlling means for the vehicle, including a manuallyoperated member movable in a single path to steer the vehicle, said member being also capable of bodily longitudinal movementin and at any part of said path, and of tipping in the direction of such longitudinal movement to vary the'speed of and to reverse the direction of movement of the vehicle, by said movev ments.

5. In a road-vehicle, propelling mechanism and devices for regulating the speed of and reversing the same, and steering mechanism i for the vehicle,includingasteering-head,com 4 bined with a manually-actuated controlling member, a support therefor rigidly mountedl von the head and movable laterally by and with corresponding movement of said member to steer the vehicle, said controlling memf ber being constructed to tip fore and aft relative to said support and to be moved'bodil longitudinally relative to the support, and' connections between the controlling member andthe speed-regulatima?,` and the reversing devices, to operate the said devices by the tipe ping and the bodily longitudinal movements of the controlling member to thereby reguilate the speed and reverse the direction of movement of the vehicle.

6. In a road-vehicle, propelling mechanism having speed-regulating and reversing devices, a steering-head for the vehicle, having an overhanging arm adapted to be swung laterally, a manually-controlled tipping member mounted to slide longitudinally on said arm and also adapted to tip fore and aftA relatively to the arm, connections between said' member and the speed-regulating device, to operate the latter by the tipping of said member, and connections between the latter and the'reversing device, to be operated by bodily longitudinal movement of said manuallyactuated member.

7. In a motor-vehicle, driving-wheels, a motor, a crank-driving member, a longitudinally rigid, universallyjointed, actuating connecting member between the motor and crank member, and power-changing transmitting means between the crank member and the driving-Wheels y 8; In a motor-vehicle, driving-wheels, an axle connecting them, a crank-shaft, an endless tlexible power-transmitting connection between it and the wheel-axle, a yieldinglysupported motor for the vehicle and connectling-rods between the motor and crank-shaft, to rotate the latter, said connecting-rods being united by universal joints to the crank-shaft and the actuating members of the motor.

9. In a motor-vehicle, connected crank and wheel shafts, driving-wheels attached to the latter, a yieldingly-supported body, a motor mounted thereon, having rocking actuating membersOnnecting-rods between said members and the crank-shaft to eect rotation of the latter, universal joints between said rods vand the parts to which they are attached, and" longitudinallyconstant distance members jointed to and connecting the motor and the crank-shaft bearings.

10. In a motor-vehicle, driving-wheels, a

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shaft connecting them, a crank shaft, a sprocket-wheel on each shaft and asprocketchain connecting them, means to maintain a xed distance between said shafts, a yieldingly-supported motor, connecting-rods between its actuating members and the crankshaft, to rotate the latter, universal joints connecting the rods with the actuating members and the crank-shaft, and distance members between the motor and crank-shaft.

11. In a motor-vehicle, a shaft, drivingwheels attached to it, a yieldingly-supported motor, a crank shaft between it and the wheel-shaft, universally-jointed connectingrods intermediate the motor and crank-shaft, t0 rotate the latter, and power-changing transmitting means connective of the crank and wheel shafts.

12. In a motor-vehicle, a frame, a shaft mounted in bearings on the frame, drivingwheels attached to the shaft, a hanger connected with the frame and having intermediate bearings for the wheel-shaft, a crankshaft carried by the hanger, power-transmitting means connecting the shafts, a motor, and actuating connecting-rods between the motor and crank-shaft, to rotate the latter.

13. In a motor-Vehicle, a frame having depending bearings at its rear end, a drivingwheel shaft mounted in said bearings, a bifurcated hanger pivotally connected with the frame and having center bearin gs for the wheel-shaft, a crank-shaft mounted on the hanger, a sprocket-chain and sprocket-wheels transmitting power from the crank to the Wheel-shaft, a yieldingly-supported motor, and connecting-rods universally jointed to the actuating members of the motor and to the crank-shaft to rotate the latter.

14. In a motor-vehicle, a frame, drivingwheels and an intermediate connected gear, all supported by the frame, a bifurcated hanger attached at or near its apex to the frame and supported at two other points at opposite sides of the gear, a second gear mounted on the hanger, the gear axes being maintained in parallelism by the hanger, and power-transmitting means between the gears.

15. In a motor-vehicle, a frame, drivingwheels and an intermediate connected sprocket-wheel, all supported by the frame, a bifurcated hanger attached at or near its apex to the frame and supported at two other points at opposite sides of the sprocket-wheel a second sprocket-wheel adjustably mounted on the hanger, the latter maintaining the axes of said sprocket-wheels in parallelism, a sprocket-chain connecting the sprocketwheels, and means to vary the distance between the latter, to take up slack of the chain.

16. In a motor-vehicle driving-Wheels,a substantially vertically acting motor, a crankshaft, means to convert the vertical action of the motor into substantially-horizontal action to operate the crank-shaft, and power changing and transmitting means between said crank-shaft and driving-wheels.

17. In a motor-Vehicle, a frame, Wheel-carrying and crank shafts mounted thereon, power-transmitting connections between said shafts, a yieldingly-supported motor, connecting-rods between the motor and crankshaft, to rotate the latter, universal joints connective of said rods and the members t0 which they are attached, and longitudinallyrigid, universally-jointed distance members intermediate said motor and the crank-shaft to maintain a fixed distance therebetween while permitting free yielding movement of the motor.

18. In a. motor-vehicle, a frame having bearings, a shaft mounted therein and driving-wheels attached to the shaft, a cross-bar on the frame, rigid hanger members connected at their upper ends to each other and to the cross-bar and having at their lower ends center bearings for the wheel-shaft, a crankshaft, bearings therefor adjust-ably secured to the hanger members, a power-transmittin g connection between the shafts, the latter being maintained in parallelism by the hanger members, and adjustable distance-rods between the crank and wheel shaft bearings.

19. In a motor-vehicle, motor mechanism comprising both vertical and horizontal acting driving members, with power-changing means intermediate the horizontal-acting members and the vehicle-driving wheels.

20. In a motor-Vehicle, a frame, drivingwheels supported thereon, a yieldingly-supported motor, a shaft mounted on the frame, actuating means between the motor and said shaft, to rotate the latter, and power-transmitting connections between the shaft and the driving-wheels, and means to maintain the axes of said shaft and driving-wheels a predetermined distance apart and in parallelism.

21. In a motor-vehicle, a frame, drivingwheels, and a connecting-shaft therefor mounted on the frame, a gear on the said shaft, means having a single connection with the frame and connected with the wheel-shaft at each side of the gear thereon, a second gear mounted on said means, the latter maintaining the gears a predetermined distance apart with their axes in parallelism, and power-transmitting means between the gears.

In testimony whereof I have signed my name to this specification in the presence of t o subscribing witnesses.

GEORGE E. VIIITNEY.

lVitnesses:

GEORGE B. UPHAM, NATHANIEL l-I. CooLEDGE.

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